Duct system for supercharged engines



Aug- 15, 1949- v v R. CRAMER, JR 2,419,318

' DUCT SYSTEM FOR SUPERCHARGED ENGINES Filedlkdarch 5, 1947 A 2 Sheets-Shes?I 1 z l' A f! Inge/@for jfo fff Cra/Werff?? ug. 16, 1949. R, CAMER, JR l479,318

DUCT SYSTEM FOR SUPERCHARGED ENGINES 2 Sheets-Sheet 2 Filed Maron 5, 1,947

. Ine/wahr' @fm-m a@ f fa/'kgs Patented Aug. 16, 1949 .UNITED- STATES PATENT or-'rlca DUCT SYSTEM FOR SUPERCHARGED ENGINES Robert Cramer, Jr.,

to Nordberg Manufacturing Co., Wis., a. corporation of Wisconsin Hales Corners, Wis., assignor Milwaukee,

Application March 5, 1947, Serial No. 732,545

11 Claims. (Cl. 13S-8'!) system and in such wise that during the scavenging period with respect to each cylinder the exhaust from a different engine cylindermay have no opportunity to blow back into the cylinder against scavenging movement of the gases.

I have illustrated this invention in connection with an 8-cylinder engine, and the header includes four separate. exhaust pipes or passages with only two cylinders discharging into 'each exhaust pipe. the ring order of the cylinders being so disposed that there is no danger of the exhausting cylinder blowing back into the cylinder that is being scavenged.

My invention therefore relates to improvements in exhaust headers for 4-cycle Diesel engines and the like, and has for one object to provide a multipassage exhaust header wherein a plurality of passages may be compactly arranged in a housing for cooling if desired, and wherein the passages Vmay, at different stations along their length, be properly related to theengine cylinders so that the exhaust 'from each cylinder is smoothly and rapidly conducted to and through the appropriate header passage to discharge into the supercharger along the shortest possible path with a minimum of turbulence and'internal resistance.

Where a 4-passage header is'used, the passages,

as lthey extend from end to end of the engine,

should rotate about a. central axis of the header so that each` passage, at the point where it receives engine exhaust from the cylinder or cylinders with which it is'connected, is on the side ofthe header v l,

nearest the engine. This permits the-use of'a shortexhaust pipe to join the cylinder and the header and makes it possible for the exhaust gases to be led -int'o the header passage through the shortest path and with a minimum oi veddy currents and internal resistance.

Assuming4 that the exhaust header includes -a nest of four passages or four separate exhaust pipes. these passages might be formed as a helixy about the axis of the header. and this would perhaps be possible if the exhaust pipes were all made of flexible tubing, in which case the tubes could be twisted about the central axis of the header in a true helix. However, the exhaust tubes are heavy and stiil' and freouently of large size, up to six inches or more in diameter, and so sucha simple solution of the problem is out of the question.

I propose. therefore, to assemble the exhaust to the curve ofthe other.

pipes in the header in at least two parallel groups with means between groups to conduct the gases along an approximate helical path from the individual pipes in one group to individual pipes in another. In the illustration here used, in order to I propose, therefore, to assem le four straight exhaust pipes in at least two parallel groups ex tending along the engine body, and join the pipes of successive groups by four curved pipe sections, each approximating a helix. These curved pipe sections must be so disposed that they will not interfere with or contact one another, and in order to bring this about the curved pipes must be curved throughout substantially their entire length. Merely to have elbows at the opposed ends of the straight pipe sections and -have them joined by diagonally disposed pipes to the next group would not do, because under these circumstances there would not be room. The diagonal pipes would not clear each other. Hence the necessity of a curvature throughout.

In order that these curved pipe sections may be easily assembled and easily and satisfactorily welded for joining them in a continuous system, I propose'y to use at the end of each straight pipe a segment of a welding elbow, the ends. of which are located in radial planes. One elbow will be welded `to-the end oi each straight pipe, and each curved' pipe will terminate in a radial plane so that when two curved pipes-are welded together and onerend of each curved pipe is welded to one of the elbows,v4 the joints l radial.' yThe same is true i f but a single curved pine isused. In-order toget the proper angular displacement with; the desired clearances, the two curved pipes .are welded together in such wise that the ,curve of one is ina plane perpendicular That is, the curved axes of the welded pipes are each in perpendicular planes. By this arrangement the inner periphery of each straight and each curved pipe section, as

well as the welding elbows,v are tangent to each other'. Thus,there are no sharp angles to impede the flow of the gas through the pipe.

My invention is illustrated more or less diagrammatically in the accompanying wherein:

Figure 1 is a. horizontal section;

view on an enlarged scale are all .substantially drawings,`

Figure 2 is a vertical section taken on thevline Figure 5 is a section on an enlarged scale along the line 5-5 of Figure 1;

Figure 6 is a top view on an enlarged scale ofa portion of an exhaust passage, illustrating the several portions thereof;

Figure 'l is a horizontal projection of Figure 6;

Figure 8 is a section taken along the line 8-8 of Figure 6;

Figure 9 is a sectional of a variant form.

Like parts are indicated by like characters in all the drawings.

I have not illustrated the engine, as it forms no part of my present invention, but the Roman nuview, similar to Figure 2,

merals I to VIII, inclusive, indicate the respective cylinders of the engine to which the various exhaust pipes are connected for discharge into the exhaust header.

i is a water jacket closed at one end by the imperi'orate wall 2 and at the other end by the perforate wall 4. Each aperture 5, 6, 1 and 8 in the end wall 4 is in direct g'as tight communication with one of the exhaust pipes.

Each exhaust passage, as illustrated, receives the exhaust from two of the engine cylinders. Though, if a different number of engine cylinders were used, undersome circumstances the exhaust passage might receive one, and under other circumstances the exhaust passage might receive more than two cylinder exhausts, and under some circumstances the number of exhaust passages in the header might be reduced or increased, though in each case the principle and general type of arrangement would be the same. It will' be understood that straight pipes not here shown would normally conduct the exhaust from the various exhaust pipes or passages through the ports 5, 6, 1 and 8 to any suitable type of turbo-driven compressor, which forms no part of my invention.

The'exhaust from each cylinder is separately conducted from the engine block or cylinder head through the elbow I 0, pipe II and elbow H0 and pipe I2 to one of the exhaust passages A, B, C or D, as the case may be. In each case the flange 9 at the end of the elbow I0 engages the cylinder head and may be attached thereto in the usual manner. It will be noted that exhaust passage A receives the exhaust from cylinder I when in one position in the header, and from cylinder VIII when in a diierent position. Exhaust passage B receives the exhaust from cylinder II in one position, and from cylinder VII in another position. Exhaust passage 'C is connected to cylinder III in one position, and VI in its second position. Exhaust passage D receives the exhaust from cylinder IV in one position, and also from cylinder V in the same position, but its position is thereafter changed to leave room for proper positioning ofthe other passages so that they may receive exhausts from theirvrespective engine cylinders in the proper sequence.

In each case each exhaust passage changes in position through an angle of 180. Figures 4 and 5 show the exhaust passages in their position before the change is made. Figure 3 shows their positions after the change has been established, and in this case, whereas at first A and B were furthest from the engine, now, after the change, A'and B have been transposed. and are nearest to the engine. In other words, at the discharge end of the exhaust the passages have been rotated through an angle of approximately 180. Looking down on Figure 1, passage D, which, before the change in position, is at the bottom and nearwhich the curved axis elbow 29, similar to the elbow 25, is welded in est the engine, is, after the change in position, at the top and furthest from the engine. Passage C, which, before the change, is at the bottom and near to the engine, after the change at the discharge end is at the top and i'ar from the engine. and so on.

This transposition or rotation in position is brought about by the curved pipe assembly, which assembly is identical with respect to each exhaust passage. Taking, for example, pipe D as illustrated in Figures 6 and 7, just beyond the point where it receives the exhaust from the engine cylinder V, the welding elbow 25, curved as indicated and terminating at each end at a radial plane, is welded to the pipe D, the end of the pipe D being in a plane perpendicular tothe axis of the pipe. Hence, the weld 26 is radial with respect to the elbow 25 and perpendicular to the axis of the pipe D. The pipe 21 in this particular design, curved about an axis of approximately 72 inches, has its two ends in radial planes, one end welded to the free end of the elbow 25 as indicated. A similar pipe section 28 having substantially the same radius and also terminating in radial planes, is welded to the pipe 21 in such wise that the plane in which the curved axis of the pipe 21 lies is at right angles to the plane in of thepipe 28 lies, and the position between the pipe D-I, an extension oi the pipe D, and the pipe section 28. In other words, the curved axis of pipe 21 is in a plane perpendicular to the plane of the drawing in Figure 6, whereas the curved axis of the pipe section 28 is in the plane of the drawing in Figure 6. This relationship is reversed with respect to the plane of the drawing in Figure 7.

The result of this arrangement is that the pipe D, in the lower portion of the jacket nearest to the engine at the left, is connected to the pipe D1 in the upper portion of the jacket further from the engine toward the discharge point, and the eiiect is just as if these four straight pipes had been rotated through an angle of 180, and each one of the ive welds joining these pipe sections together is located in a plane perpendicular to the axis of the pipe, and the interior oi the pipe assembly is made up of sections all tangent to one another without sharp angles, thus insuring a minimum of eddy current resistance to ow and internal resistance. The other three pipes are treated in exactly the same manner.

It will be understood that with respect to the disclosure of Figure 9, where each pipe is displaced only through an angle of about the longitudinal center of the assembly, then but a single pipe section 21 with the two welding e1- bows 25 and 29 is needed to complete the structure.

Figure 8, a section through Figure 6, illustrates this curved arrangement. It showsI the pipes 21 and 28 welded at the line 40, which results in a displacement of the pipe Dl with respect to the pipe D through an angle of about the axial center Il of the housing.

The housing I may serve merely as a screen or enclosure, or it may serve as a water jacket or as an air cooling conduit, as the case may be, but the means for circulating a coolant through the housing, forming no part of the present infvention, are not illustrated.

I claim: V

1. In combination two straight, parallel, 1ongitudinally spaced and laterally displaced pipes, a connection between them, comprising a short elbow attached to each pipe, a curved pipe section attached to each elbow, the curved pipe sections being attached to each other, the plane of curvature of one curved pipe being generally-1 the curved pipes lying in approximately radial planes.

3. In combination two straight, parallel, longitudinally spaced and laterally displaced pipes, a connection between them, including a plurality of curved pipe sections, the planes in which the curved axes of two of the curved pipe sections lie being generally perpendicular to one another.

4. In an exhaust header for internal combustion engines and the like, a housing, a plurality of exhaust pipes side by side, grouped about the longitudinal axis thereof and enclosed therein, each pipe including 'two straight parallel sections, relatively angularly spaced about the longitudinal axis, each section being joined to its opposed section by a curved pipe within the housing` each curved pipe being outwardly displaced with respect to the straight pipes and out of contact with the other curved pipes.

5. In an exhaust header for internal combus- 8. In an exhaust header forinternal combustion engines andthe like, a housing, a plurality of exhaust pipes side by side, grouped about the longitudinal axis thereof and enclosed therein, each pipe including two straight parallel sections, relatively angularly spaced about the longitudinal axis, each section being joined to its opposed section by a curved pipe withinthe housing, the curved pipe being built up of a plurality of separate curved sections joined end to end, the curved axis of each curved section lyingin a plane inclined to the plane containing the curved axis of an adjacent section.

9. In an exhaust header for internal combustion engines and the like, a plurality of generally straight parallel exhaust pipes grouped about a longitudinal axis, each pipe including at least two straight sections parallel with the axis, the aections being relatively angularly spaced about the axis, each section being joined to its opposed section by a curved pipe outwardly displaced with respect to the pipes, each pipe being spaced from and out of contact with the other, the curved pipes comprising at least two sections joined end to end, the curved axes of adjacent sections lying inintersecting planes.

10. In an exhaust header assembly for internal combustion engines and the like, a housing, a plurality of exhaust pipes positioned within said housing, extending side by side and grouped about a common longitudinal axis, said housing having a multi-apertured end wall, each said pipe having a discharge 'end in gas-tight relationship tion engines and the like, a housing, a plurality of exhaust pipes side by side, grouped about the longitudinal axis thereof and enclosed therein, each pipe including two straight parallel sections, relatively angularly spaced about the longitudinal axis,` each section being joined to its opposed section by a curved pipe within the housing, each curved pipe comprising a plurality of sections. curved about a radius substantially longer than the pipe diameter the curved axes of the adjacent curved sections lying in generally perpendicular planes.

6. In an exhaust header for internal combustion engines and the like, a housing, a plurality of exhaust pipes side by side, grouped about the longitudinal vaxis thereof and enclosed therein,

each pipe including two straight parallel sections, relatively angularly spaced about the longitudinal axis, each section being joined to its opposed section by a curved pipe within the housing,l each curved pipe including two elbows of relatively short length and a plurality of relatively long curved pipe sections, the axes of the curved pipe' sections lying in perpendicular planes.

'7. In an exhaust header for internal combustion engines and the like, a housing, a plurality of exhaust pipesside by side, grouped about the longitudinal axis thereof and enclosed therein, each pipe including two straight parallel 4sections, relatively angularly spaced about the longitudinal axis, each section being joined to its opposed section by a curved pipe within the housing, each curved pipe including two elbows of relatively short length and a plurality of relatively long curved pipe sections, the elements making up the curved portion of the pipe, being joined to each other in radial planes and joined to the straight pipe in planes perpendicular to the axes thereof.

with one of the apertures of said end wall, each such pipe being generally circular in cross-section substantially throughout its length, each pipe in cluding two straight generally parallel sections relatively angularly spaced about said axis, the straight sections of each pipe being joined'to each other by a curved pipe section, one or more of said pipes having an inlet branch extending therefrom, the-ends of said pipes and the ends of said inlet branch or branches extending outwardly through a side wall of said housing.

11. In an exhaust header for internal combustion engines and the like, a plurality of exhaust pipes extending side by side and grouped about a common longitudinal axis, each pipe including two straight generally parallel sections relatively angularly spaced about said axis, the straight sections of each pipe being joined to each other by a curved pipe section, said pipes being out of contact with each other throughout a substantial portion of their lengths.

ROBERT CRAMER, J a.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS 

